JP4959540B2 - Vehicle lateral acceleration setting device - Google Patents
Vehicle lateral acceleration setting device Download PDFInfo
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- JP4959540B2 JP4959540B2 JP2007326370A JP2007326370A JP4959540B2 JP 4959540 B2 JP4959540 B2 JP 4959540B2 JP 2007326370 A JP2007326370 A JP 2007326370A JP 2007326370 A JP2007326370 A JP 2007326370A JP 4959540 B2 JP4959540 B2 JP 4959540B2
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本発明は、各車輪の車輪速から推定横加速度を設定する車両の横加速度設定装置に関する。 The present invention relates to a lateral acceleration setting device for a vehicle that sets an estimated lateral acceleration from the wheel speed of each wheel.
従来、自動制動制御等、車両の挙動を制御する場合、車体の横方向に作用する加速度（横加速度）を検出して制御用情報とする技術が知られている。この横加速度は、横加速度センサを用いて検出する場合が多い。しかし、加速度センサを用いることはコスト高となるため、ＡＢＳ（アンチロックブレーキ）装置等に組み込まれている車輪速センサを用いて横加速度を推定する技術が知られている。 2. Description of the Related Art Conventionally, when controlling the behavior of a vehicle such as automatic braking control, a technique is known in which acceleration (lateral acceleration) acting in the lateral direction of the vehicle body is detected and used as control information. This lateral acceleration is often detected using a lateral acceleration sensor. However, since it is expensive to use an acceleration sensor, a technique for estimating lateral acceleration using a wheel speed sensor incorporated in an ABS (anti-lock brake) device or the like is known.
例えば特許文献１（特開２００７−３０７７１号公報）には、４つの車輪にそれぞれ配設されている車輪速センサで検出した車輪速に基づいて横加速度を推定する技術が開示されている。すなわち、先ず左後輪と右後輪との各車輪速に基づいて仮横加速度を算出し、又、左側と右側との各前後輪の車輪速差を算出する。更に、４輪の車輪速の平均から推定車体速度を算出し、更に、この推定車体速度に基づき推定車輪速差をマップ参照により設定する。そして、左側と右側との各前後輪の車輪速差が、推定車輪速差の範囲内に収まっていない場合、仮横加速度を減少方向に補正して、推定横加速度を設定する技術が開示されている。 For example, Patent Document 1 (Japanese Patent Application Laid-Open No. 2007-30771) discloses a technique for estimating lateral acceleration based on wheel speeds detected by wheel speed sensors respectively disposed on four wheels. That is, first, the temporary lateral acceleration is calculated based on the wheel speeds of the left rear wheel and the right rear wheel, and the wheel speed difference between the front and rear wheels on the left side and the right side is calculated. Further, an estimated vehicle speed is calculated from the average of the wheel speeds of the four wheels, and an estimated wheel speed difference is set by referring to the map based on the estimated vehicle speed. Then, a technique is disclosed in which the estimated lateral acceleration is set by correcting the temporary lateral acceleration in a decreasing direction when the wheel speed difference between the left and right wheels on the left side and the right side is not within the range of the estimated wheel speed difference. ing.
又、特許文献２（特開２００７−３０７７０号公報）には、左後輪と右後輪との各車輪速に基づいて仮横加速度を算出し、ブレーキ作動中は、この仮横加速度を所定減算量で補正して推定横加速度を設定する技術が開示されている。更に、特許文献３（特開２００７−３０７４８号公報）には、左後輪と右後輪との各車輪速に基づいて仮横加速度を算出し、この仮横加速度を、左後輪と右後輪との各車輪速の変化に基づいて算出した車輪減速度で補正して推定横加速度を設定する技術が開示されている。又、特許文献４（特開２００７−３０７３５号公報）には、左後輪と右後輪との各車輪速に基づいて仮横加速度を算出し、又、各車輪の車輪速に基づいて各車輪の径差に起因する径差起因横加速度を算出し、仮横加速度を径差起因横加速度で減少補正して推定横加速度を設定する技術が開示されている。
ところで、上述した各文献に開示されている技術に基づいて算出した推定横加速度は、ドライ路面等、タイヤのグリップ力が充分に発揮される路面状況では、横加速センサで検出した実際の横加速度とほぼ同じ値が算出される。 By the way, the estimated lateral acceleration calculated based on the technique disclosed in each of the above-mentioned documents is the actual lateral acceleration detected by the lateral acceleration sensor in a road surface condition where the tire grip force is sufficiently exerted, such as a dry road surface. And almost the same value is calculated.
しかし、以下に示すような状況下では、推定横加速度が横加速センサで検出した実際の横加速度に対し、大きく異なる値を示してしまう場合がある。 However, under the following circumstances, the estimated lateral acceleration may show a significantly different value from the actual lateral acceleration detected by the lateral acceleration sensor.
（１）タイヤのグリップ限界を超えた走行では、スリップ発生の影響で推定横加速度が異常な値を示す。
（２）不整路等の走行において４輪車輪速が乱れる走行では、各車輪速の乱れにより推定横加速度が大きな振れを示す。
（３）雪路等の低μ路であって、タイヤスリップが発生しやすい路面の走行では、スリップ発生のより推定横加速度が異常な値を示す。
（４）左右輪が異径である場合、定常的に横加速度が検出されてしまう。
(1) In traveling exceeding the grip limit of the tire, the estimated lateral acceleration shows an abnormal value due to the occurrence of slip.
(2) When the four-wheel wheel speed is disturbed during traveling on an irregular road or the like, the estimated lateral acceleration shows a large fluctuation due to the disturbance of the wheel speed.
(3) When the vehicle travels on a low-μ road such as a snow road and tire slip is likely to occur, the estimated lateral acceleration shows an abnormal value due to the occurrence of slip.
(4) When the left and right wheels have different diameters, lateral acceleration is constantly detected.
本発明は、上記事情に鑑み、車輪速検出手段で検出した車輪速に基づいて推定横加速度を求めるに際し、スリップし易い路面状況や異径タイヤが装着されている場合であっても、実際の横加速度に近く、しかも安定した値を設定することのできる車両の横加速度設定装置を提供することを目的とする。 In view of the above circumstances, the present invention, when determining the estimated lateral acceleration based on the wheel speed detected by the wheel speed detection means, even if the road surface condition or tires of different diameters that are likely to slip are mounted, An object of the present invention is to provide a lateral acceleration setting device for a vehicle that can set a stable value close to the lateral acceleration.
上記目的を達成するため本発明による車両の横加速度設定装置は、車両の各車輪の車輪速を検出する車輪速検出手段と、前側左右輪の車輪速差に基づいて前輪側推定横加速度を設定する前輪側推定横加速度設定手段と、後側左右輪の車輪速差に基づいて後輪側推定横加速度を設定する後輪側推定横加速度設定手段と、前記前輪側推定横加速度と前記後輪側推定横加速度とに基づいて前後輪平均推定横加速度を設定する前後輪平均推定横加速度設定手段と、前記前輪側推定横加速度と前記後輪側推定横加速度との差の絶対値が第１の設定値未満の場合、該後輪側推定横加速度と前記前輪側推定横加速度との何れか一方と前記前後輪平均推定横加速度とを比較し、何れか大きい値を推定横加速度として設定する推定横加速度設定手段とを備えることを特徴とする。 To achieve the above object, a lateral acceleration setting device for a vehicle according to the present invention sets wheel speed detection means for detecting the wheel speed of each wheel of the vehicle, and sets a front wheel side estimated lateral acceleration based on a wheel speed difference between the front left and right wheels. Front wheel side estimated lateral acceleration setting means, rear wheel side estimated lateral acceleration setting means for setting a rear wheel side estimated lateral acceleration based on a wheel speed difference between the rear left and right wheels, the front wheel side estimated lateral acceleration and the rear wheel The front and rear wheel average estimated lateral acceleration setting means for setting the front and rear wheel average estimated lateral acceleration based on the side estimated lateral acceleration, and the absolute value of the difference between the front wheel side estimated lateral acceleration and the rear wheel side estimated lateral acceleration is first. If it is less than the set value, the rear wheel side estimated lateral acceleration or the front wheel side estimated lateral acceleration is compared with the front and rear wheel average estimated lateral acceleration, and the larger value is set as the estimated lateral acceleration. With estimated lateral acceleration setting means. The features.
本発明によれば、車輪速検出手段で検出した車輪速に基づいて推定横加速度を求めるに際し、スリップし易い路面状況や異径タイヤが装着されている場合であっても、実際の横加速度に近く、しかも安定した値を設定することができる。 According to the present invention, when obtaining the estimated lateral acceleration based on the wheel speed detected by the wheel speed detecting means, even if a road surface condition or a tire having a different diameter is likely to slip, the actual lateral acceleration is reduced. A close and stable value can be set.
以下、図面に基づいて本発明の一実施形態を説明する。図１に横加速度設定装置を備えた車両の構成図を示す。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a configuration diagram of a vehicle including a lateral acceleration setting device.
図１に示す車両１は、前後左右の各車輪３ＦＬ，３ＦＲ，３ＲＬ，３ＲＲに、この各車輪３ＦＬ，３ＦＲ，３ＲＬ，３ＲＲと一体回転するシグナルロータ４が設けられ、この各シグナルロータ４に、電磁ピックアップ等からなる車輪速センサ５ＦＬ，５ＦＲ，５ＲＬ，５ＲＲが対設されている。
In the
この各車輪速センサ５ＦＬ，５ＦＲ，５ＲＬ，５ＲＲが電子制御装置（ＥＣＵ）６に接続されている。ＥＣＵ６はコンピュータを主体に構成され、周知のＣＰＵ、ＲＯＭ、ＲＡＭ、及びＥＥＰＲＯＭ等の不揮発性記憶手段等を備えている。ＥＣＵ６では、後左右輪３ＲＬ，３ＲＲの車輪速ＶＲＬ，ＶＲＲの速度差（車輪速差）に基づき後輪側推定横加速度ＧＲを求め、又、前左右輪３ＦＬ，３ＦＲの車輪速ＶＦＬ，ＶＦＲの速度差（車輪速差）に基づいて前輪側推定横加速度ＧＦを求める。更に、この両推定横加速度ＧＲ，ＧＦに基づき前後輪平均推定横加速度ＧＡ（ＧＡ←(ＧＲ＋ＧＦ)／２）を求める。そして、この各推定横加速度ＧＲ，ＧＦ，ＧＡに基づき推定横加速度Ｇｙ[m/s2]を設定する。
Each wheel speed sensor 5FL, 5FR, 5RL, 5RR is connected to an electronic control unit (ECU) 6. The
ＥＣＵ６で設定される推定横加速度Ｇｙは、具体的には、図２に示す推定横加速度設定ルーチンに従って実行される。
The estimated lateral acceleration Gy set by the
このルーチンは、イグニッションスイッチをＯＮした後、設定演算周期毎に実行され、先ず、ステップＳ１で、４つの車輪３ＦＬ，３ＦＲ，３ＲＬ，３ＲＲに併設されている車輪速センサ５ＦＬ，５ＦＲ，５ＲＬ，５ＲＲで検出した信号に基づいて算出した車輪速ＶＦＬ，ＶＦＲ，ＶＲＬ，ＶＲＲを読込む。
This routine is executed every set calculation cycle after the ignition switch is turned on. First, in step S1, the wheel speed sensors 5FL, 5FR, 5RL, 5RR provided to the four wheels 3FL, 3FR, 3RL, 3RR are provided. The wheel speeds VFL, VFR, VRL, and VRR calculated based on the signal detected in
次いで、ステップＳ２で、後左右輪３ＲＬ，３ＲＲの車輪速ＶＲＬ，ＶＲＲに基づき後輪側推定横加速度ＧＲを求め、又、前左右輪３ＦＬ，３ＦＲの車輪速ＶＦＬ，ＶＦＲに基づいて前輪側推定横加速度ＧＦを求める。更に、この両推定横加速度ＧＲ，ＧＦに基づき前後輪平均推定横加速度ＧＡを求める。尚、このステップＳ２での処理が、後輪側推定横加速度設定手段、前輪側推定横加速度設定手段、及び前後輪平均推定横加速度設定手段に対応している。 Next, in step S2, the rear wheel side estimated lateral acceleration GR is obtained based on the wheel speeds VRL, VRR of the rear left and right wheels 3RL, 3RR, and the front wheel side is estimated based on the wheel speeds VFL, VFR of the front left and right wheels 3FL, 3FR. Obtain the lateral acceleration GF. Furthermore, the front and rear wheel average estimated lateral acceleration GA is obtained based on both estimated lateral accelerations GR and GF. The processing in step S2 corresponds to the rear wheel side estimated lateral acceleration setting means, the front wheel side estimated lateral acceleration setting means, and the front and rear wheel average estimated lateral acceleration setting means.
ここで、旋回円上での後左右輪３ＦＬ，３ＦＲに発生する内外輪差を用いて、車両１の車体にかかる横加速度Ｇを近似的に演算する方法について説明する。
Here, a method of approximately calculating the lateral acceleration G applied to the vehicle body of the
図３に示すように、定常円旋回時における旋回半径をｒ[m]とした場合、微小時間ｄｔにおける車両の微小移動距離ｄＬ [m]（旋回円弧の長さ）は、
ｄＬ＝ｒ・ｄθ…（１）
となる。ここで、旋回半径ｒは一定とする。又、ｄθは微小旋回角[rad]である。
As shown in FIG. 3, when the turning radius during steady circle turning is r [m], the minute moving distance dL [m] (length of the turning arc) of the vehicle in the minute time dt is
dL = r · dθ (1)
It becomes. Here, the turning radius r is constant. Dθ is a minute turning angle [rad].
車両が微小移動距離ｄＬ[m]だけ移動した場合、非定常円旋回時の旋回半径変化を無視すると、
ｒ≒ｒn−1…（２）
となる。尚、ｒn−1[m]は計測開始時の旋回半径である。
When the vehicle has moved by a minute movement distance dL [m], ignoring the turning radius change during unsteady circular turning,
r≈rn−1 (2)
It becomes. Note that rn−1 [m] is a turning radius at the start of measurement.
又、旋回中の車速は、
ｄＬ／ｄｔ＝ｒ（ｄθ／ｄｔ）…（３）
となる。
The vehicle speed while turning is
dL / dt = r (dθ / dt) (3)
It becomes.
更に、後右輪３ＲＲの車輪速ＶＲＲ[m/s]、及び後左輪３ＲＬの車輪速ＶＲＬ[m/s]を、（３）式に代入して、ｄθ／ｄｔ を角速度ω[rad/s]で表すと、
ＶＲＲ ＝（ｒ ＋ ｔｄ／２）ω…（４）
ＶＲＬ ＝（ｒ − ｔｄ／２）ω…（５）
となる。ここで、ｔｄ[m]はトレッドである。
Further, the wheel speed VRR [m / s] of the rear right wheel 3RR and the wheel speed VRL [m / s] of the rear left wheel 3RL are substituted into the equation (3), and dθ / dt is set to the angular velocity ω [rad / s. ]
VRR = (r + td / 2) ω (4)
VRL = (r−td / 2) ω (5)
It becomes. Here, td [m] is a tread.
次いで、（４），（５）式から旋回半径ｒ［ｍ］、及び角速度ω[rad/s]を算出すると、
ｒ＝（ｔｄ／２）・（ ＶＲＲ ＋ ＶＲＬ）／（ＶＲＲ − ＶＲＬ）…（６）
ω＝（１／ｔｄ）・（ＶＲＲ − ＶＲＬ）…（７）
となる。
Next, when calculating the turning radius r [m] and the angular velocity ω [rad / s] from the equations (4) and (5),
r = (td / 2) · (VRR + VRL) / (VRR−VRL) (6)
ω = (1 / td) · (VRR−VRL) (7)
It becomes.
そして、この（６），（７）式を、ＧＲ＝ｒω２ に代入して、後輪側推定横加速度ＧＲ[m/s２]を、
ＧＲ＝（１／２ｔｄ）・（ＶＲＲ２ − ＶＲＬ２）…（８）
から求める。ここで、（１／２ｔｄ）は固定値であるため、後輪側推定横加速度ＧＲは、車輪速ＶＲＬ，ＶＲＲの車輪速差に基づいて設定されることになる。
Then, by substituting these equations (6) and (7) into GR = rω2, the rear wheel side estimated lateral acceleration GR [m / s 2 ] is
GR = (1 / 2td) · (VRR 2 −VRL 2 ) (8)
Ask from. Here, since (1 / 2td) is a fixed value, the rear wheel side estimated lateral acceleration GR is set based on the wheel speed difference between the wheel speeds VRL and VRR.
尚、前輪側推定横加速度ＧＦは、後右輪３ＲＲの車輪速ＶＲＲと後左輪３ＲＬの車輪速ＶＲＬとを、前右輪３ＦＲの車輪速ＶＦＲと前左輪３ＦＬの車輪速ＶＦＬに置き換えて求める。更に、前後輪平均推定横加速度ＧＡは、（ＧＲ＋ＧＦ）／２から算出する。 The estimated front wheel lateral acceleration GF is obtained by replacing the wheel speed VRR of the rear right wheel 3RR and the wheel speed VRL of the rear left wheel 3RL with the wheel speed VFR of the front right wheel 3FR and the wheel speed VFL of the front left wheel 3FL. Further, the front and rear wheel average estimated lateral acceleration GA is calculated from (GR + GF) / 2.
次いで、ステップＳ３へ進むと、各推定横加速度ＧＲ，ＧＦ，ＧＡをフィルタ処理して、ノイズ成分を除去した後、ステップＳ４へ進む。ステップＳ４では、前輪側推定横加速度ＧＦと後輪側推定横加速度ＧＲとの差分の絶対値から切換判定値｜ＧＦ−ＧＲ｜を算出する。その後、ステップＳ５，Ｓ６で、運転条件を判定する。すなわち、ステップＳ５では、切換判定値｜ＧＦ−ＧＲ｜と第１の設定値Ａとを比較し、又、ステップＳ６では、切換判定値｜ＧＦ−ＧＲ｜と第２の設定値Ｂとを比較する。ここで、第１の設定値Ａ，Ｂは、Ａ＜Ｂの関係にある。 Next, when the process proceeds to step S3, each estimated lateral acceleration GR, GF, GA is filtered to remove noise components, and then the process proceeds to step S4. In step S4, the switching determination value | GF-GR | is calculated from the absolute value of the difference between the front wheel side estimated lateral acceleration GF and the rear wheel side estimated lateral acceleration GR. Thereafter, the operation conditions are determined in steps S5 and S6. That is, in step S5, the switching determination value | GF-GR | is compared with the first set value A, and in step S6, the switching determination value | GF-GR | is compared with the second set value B. To do. Here, the first set values A and B have a relationship of A <B.
後輪側推定横加速度ＧＲは、ドライ路面等、タイヤのグリップ状態が良好な場合は横加速度センサで検出した実際の横加速度と殆ど同じ値を示すが、後左右輪３ＲＬ，３ＲＲの少なくとも一方にスリップが発生した場合、実際の横加速度と異なる値を示してしまう。そのため、本実施形態では、ステップＳ５，６において運転条件を判定し、運転条件に応じて、推定横加速度ＧＲ，ＧＦ，ＧＡの何れかを選択し、安定した推定横加速度Ｇｙを求める。 The rear wheel side estimated lateral acceleration GR shows almost the same value as the actual lateral acceleration detected by the lateral acceleration sensor when the grip state of the tire is good, such as on a dry road surface, but at least one of the rear left and right wheels 3RL and 3RR. When slip occurs, a value different from the actual lateral acceleration is shown. Therefore, in the present embodiment, the driving conditions are determined in steps S5 and S6, and any one of the estimated lateral accelerations GR, GF, GA is selected according to the driving conditions to obtain a stable estimated lateral acceleration Gy.
そして、ステップＳ５で、｜ＧＦ−ＧＲ｜＜Ａと判定された場合、ステップＳ７へ進み、又、｜ＧＦ−ＧＲ｜≧Ａと判定された場合は、ステップＳ６へ分岐する。 If it is determined in step S5 that | GF-GR | <A, the process proceeds to step S7. If | GF-GR | ≧ A is determined, the process branches to step S6.
ステップＳ７へ進むと、後輪側推定横加速度ＧＲと前後輪平均推定横加速度ＧＡを比較し、いずれか大きい値を推定横加速度Ｇｙとして設定し（Ｇｙ←ＭＡＸ［ＧＲ，ＧＡ］）、ステップＳ１０へ進む。すなわち、｜ＧＦ−ＧＲ｜＜Ａの左右輪差が小さい状況では、弱いタイヤスリップの影響で、後輪側推定横加速度ＧＲが実際の横加速度よりも小さくなっている可能性がある。従って、このような状況では、後輪側推定横加速度ＧＲと前後輪平均推定横加速度ＧＡの何れか大きい値を推定横加速度Ｇｙとして設定することで、比較的弱いタイヤスリップが発生した場合であっても、前輪側推定横加速度ＧＦを加味した値で補正され、安定した推定横加速度Ｇｙを設定することができるばかりでなく、実際の横加速度に近い値を設定することができる。 In step S7, the rear wheel side estimated lateral acceleration GR and the front and rear wheel average estimated lateral acceleration GA are compared, and the larger one is set as the estimated lateral acceleration Gy (Gy ← MAX [GR, GA]). Proceed to That is, in a situation where the difference between the left and right wheels where | GF−GR | <A is small, there is a possibility that the estimated rear wheel side lateral acceleration GR is smaller than the actual lateral acceleration due to weak tire slip. Therefore, in such a situation, a relatively weak tire slip occurs when a larger value of the estimated rear wheel side lateral acceleration GR and the front and rear wheel average estimated lateral acceleration GA is set as the estimated lateral acceleration Gy. However, not only can the corrected estimated lateral acceleration Gy be corrected in consideration of the front wheel side estimated lateral acceleration GF, but also a value close to the actual lateral acceleration can be set.
尚、ステップＳ７での処理が推定横加速度設定手段に対応している。又、この場合、後輪側推定横加速度ＧＲに代えて前輪側推定横加速度ＧＦを適用し、この前輪側推定横加速度ＧＦと前後輪平均推定横加速度ＧＡとの何れか大きい値を、推定横加速度Ｇｙとして設定するようにしても良い。 Note that the processing in step S7 corresponds to the estimated lateral acceleration setting means. Further, in this case, instead of the estimated rear wheel side lateral acceleration GR, the estimated front wheel side lateral acceleration GF is applied, and the larger one of the estimated front wheel side lateral acceleration GF and the front and rear wheel average estimated lateral acceleration GA is calculated as the estimated lateral wheel side lateral acceleration GR. The acceleration Gy may be set.
一方、ステップＳ６へ進むと、切換判定値｜ＧＦ−ＧＲ｜と第２の設定値Ｂとを比較し、｜ＧＦ−ＧＲ｜＜Ｂのときは、ステップＳ８へ進み、又、｜ＧＦ−ＧＲ｜≧Ｂのときは、推定不良と判定しステップＳ９へ進む。 On the other hand, when proceeding to step S6, the switching determination value | GF-GR | is compared with the second set value B. When | GF-GR | <B, the process proceeds to step S8, and | GF-GR When | ≧ B, it is determined that the estimation is poor, and the process proceeds to step S9.
ステップＳ８へ進むと、後輪側推定横加速度ＧＲと前後輪平均推定横加速度ＧＡと前輪側推定横加速度ＧＦとを比較し、最小値を示すものを推定横加速度Ｇｙとして設定し（Ｇｙ←ＭＩＮ［ＧＲ，ＧＡ，ＧＦ］）、ステップＳ１０へ進む。すなわち、｜ＧＦ−ＧＲ｜＜Ｂの前輪側推定横加速度ＧＦと後輪側推定横加速度ＧＲとの差分が比較的大きい状況では、４つの車輪３ＦＬ，３ＦＲ，３ＲＬ，３ＲＲの何れかに異径タイヤが装着されている可能性がある。そのため、後輪側推定横加速度ＧＲと前後輪平均推定横加速度ＧＡと前輪側推定横加速度ＧＦとを比較し、最も小さい値を示すものを推定横加速度Ｇｙとして設定することで、実際の横加速度に対して推定横加速度Ｇｙが異常偏差や異常発散を示すことを未然に防止することができる。尚、ステップＳ８での処理が推定横加速度設定手段に対応している。 In step S8, the rear wheel side estimated lateral acceleration GR, the front and rear wheel average estimated lateral acceleration GA, and the front wheel side estimated lateral acceleration GF are compared, and the one showing the minimum value is set as the estimated lateral acceleration Gy (Gy ← MIN). [GR, GA, GF]), the process proceeds to step S10. That is, in a situation where the difference between the front wheel side estimated lateral acceleration GF and the rear wheel side estimated lateral acceleration GR of | GF−GR | <B is relatively large, any of the four wheels 3FL, 3FR, 3RL, 3RR has a different diameter. Tires may be installed. For this reason, the rear wheel side estimated lateral acceleration GR, the front and rear wheel average estimated lateral acceleration GA, and the front wheel side estimated lateral acceleration GF are compared, and the one showing the smallest value is set as the estimated lateral acceleration Gy. On the other hand, it is possible to prevent the estimated lateral acceleration Gy from showing an abnormal deviation or abnormal divergence. Note that the processing in step S8 corresponds to the estimated lateral acceleration setting means.
又、ステップＳ９へ進むと、推定横加速度Ｇｙをクリアして（Ｇｙ←０）、ステップＳ１０へ進む。｜ＧＦ−ＧＲ｜≧Ｂでは、４つの車輪３ＦＬ，３ＦＲ，３ＲＬ，３ＲＲの中で、対角線上の２輪に異径タイヤが装着されている可能性、或いは１つの車輪に大異径タイヤが装着されている可能性がある。すなわち、対角線上の２輪に異径タイヤが装着されている場合は、前輪側推定横加速度ＧＦと後輪側推定横加速度ＧＲとの方向が逆向きとなり、その結果、切換判定値｜ＧＦ−ＧＲ｜が大きな値を示すことになる。一方、１つタイヤが大異径の場合は、定常的に推定横加速度が検出されてしまう等、明らかな異常状態であり、このような状況では、推定横加速度Ｇｙを０とすることで、推定横加速度Ｇｙを使用した制御の誤判定を未然に防止する。尚、このステップＳ９での処理が推定横加速度設定手段に対応している。又、ステップＳ５において、｜ＧＦ−ＧＲ｜≧Ａと判定された場合であっても、その値が一時的なものである場合は、次の演算時において、｜ＧＦ−ＧＲ｜＜Ａとなり自動的にステップＳ７へ遷移する。 In step S9, the estimated lateral acceleration Gy is cleared (Gy ← 0), and the process proceeds to step S10. If | GF-GR | ≧ B, of the four wheels 3FL, 3FR, 3RL, 3RR, two diagonal wheels may have different diameter tires, or one wheel may have a large different diameter tire. It may be attached. That is, when different-diameter tires are mounted on the two wheels on the diagonal, the directions of the front wheel side estimated lateral acceleration GF and the rear wheel side estimated lateral acceleration GR are opposite to each other. As a result, the switching determination value | GF− GR | shows a large value. On the other hand, when one tire has a large different diameter, it is an obvious abnormal condition such as the estimated lateral acceleration being constantly detected. In such a situation, the estimated lateral acceleration Gy is set to 0, An erroneous determination of control using the estimated lateral acceleration Gy is prevented in advance. The process in step S9 corresponds to the estimated lateral acceleration setting means. Even if it is determined in step S5 that | GF-GR | ≧ A, if the value is temporary, | GF-GR | <A is automatically obtained in the next calculation. Thus, the process proceeds to step S7.
このように、本実施形態では、車輪速ＶＲＬ，ＶＲＲ，ＶＦＬ，ＶＦＲに基づき、後輪側推定横加速度ＧＲ、前輪側推定横加速度ＧＦ、及び前後輪平均推定横加速度ＧＡをそれぞれ算出し、この各推定横加速度ＧＲ，ＧＦ，ＧＡを、走行状況に応じて選択して、推定横加速度Ｇｙを得るようにしたので、種々の道路状況や、装着タイヤによる影響が最小限となり、安定した推定横加速度Ｇｙを設定することができる。 As described above, in the present embodiment, the rear wheel side estimated lateral acceleration GR, the front wheel side estimated lateral acceleration GF, and the front and rear wheel average estimated lateral acceleration GA are calculated based on the wheel speeds VRL, VRR, VFL, and VFR. Since each estimated lateral acceleration GR, GF, GA is selected according to the driving situation to obtain the estimated lateral acceleration Gy, the influence of various road conditions and mounted tires is minimized, and stable estimated lateral acceleration is achieved. The acceleration Gy can be set.
そして、ステップＳ７〜Ｓ９の何れかからステップＳ１０へ進むと、推定横加速度Ｇｙのフィルタ処理を行う。尚、当該ステップでの処理がフィルタ処理手段に対応している。 Then, when the process proceeds from any of Steps S7 to S9 to Step S10, the estimated lateral acceleration Gy is filtered. Note that the processing in this step corresponds to the filter processing means.
推定横加速度Ｇｙの出力フィルタ処理は、外乱やステップＳ７〜Ｓ９で設定される推定横加速度Ｇｙの切りかわりによるステップ的な変動を抑制するものである。以下に、本実施形態で採用するフィルタ処理について説明する。 The output filtering process of the estimated lateral acceleration Gy suppresses stepwise fluctuations due to disturbance and switching of the estimated lateral acceleration Gy set in steps S7 to S9. Below, the filter process employ | adopted by this embodiment is demonstrated.
本実施形態では、フィルタ処理を、変化量制限と一次遅れフィルタ処理によって行う。すなわち、先ず、推定横加速度下限値Ｇｙｍｉｎを、推定横加速度Ｇｙと重力加速度１Ｇ[m/s2]を比較し、何れか小さい値で設定する（Ｇｙｍｉｎ←ＭＩＮ［Ｇｙ，１Ｇ］）。次に、この推定横加速度下限値Ｇｙｍｉｎに基づいて時定数の変化量制限値を設定する。 In the present embodiment, the filtering process is performed by the change amount limitation and the first-order lag filtering process. That is, first, the estimated lateral acceleration lower limit value Gymin is set to a smaller value by comparing the estimated lateral acceleration Gy with the gravitational acceleration 1G [m / s 2 ] (Gymin ← MIN [Gy, 1G]). Next, a time constant variation limit value is set based on the estimated lateral acceleration lower limit value Gymin.
続いて、推定横加速度下限値Ｇｙｍｉｎの変化量が変化量制限値を超えた場合、変化量制限値を超えない上限値に推定横加速度Ｇｙを設定し、超えない場合は推定横加速度下限値Ｇｙｍｉｎに推定横加速度Ｇｙを設定する。 又、推定横加速度下限値Ｇｙｍｉｎに基づき、図４に示すフィルタ時定数設定テーブルを参照してフィルタ時定数Ｔを設定する。 Subsequently, when the change amount of the estimated lateral acceleration lower limit value Gymin exceeds the change amount limit value, the estimated lateral acceleration Gy is set to an upper limit value that does not exceed the change amount limit value. Is set to the estimated lateral acceleration Gy. Further, the filter time constant T is set based on the estimated lateral acceleration lower limit value Gymin with reference to the filter time constant setting table shown in FIG.
そして、このフィルタ時定数Ｔに基づき推定横加速度Ｇｙを一次遅れフィルタ処理し、ステップＳ１１へ進む。
Ｇｙ←Ｇｙ・１／（１＋Ｔ・Ｓ）…（９）
ここで、Ｔはフィルタ時定数 、Ｓはラプラス演算子である。図５に示すように、本実施形態では、推定横加速度Ｇｙを一次遅れフィルタ処理しているので、推定横加速度Ｇｙのステップ的な変動が抑制され、安定した推定横加速度Ｇｙを設定することができる。
Based on this filter time constant T, the estimated lateral acceleration Gy is subjected to first-order lag filtering, and the process proceeds to step S11.
Gy ← Gy · 1 / (1 + T · S) (9)
Here, T is a filter time constant, and S is a Laplace operator. As shown in FIG. 5, in the present embodiment, the estimated lateral acceleration Gy is subjected to first-order lag filtering, so that stepwise fluctuations in the estimated lateral acceleration Gy are suppressed and a stable estimated lateral acceleration Gy can be set. it can.
そして、ステップＳ１１で今回の設定した推定横加速度Ｇｙを、ＲＡＭ等の一時記憶手段に記憶してルーチンを抜ける。この一時記憶手段に記憶されている推定横加速度Ｇｙは、自動制動制御装置や駆動力制御装置を代表とする車両の挙動制御を行う際に読込まれる。 In step S11, the estimated lateral acceleration Gy set this time is stored in a temporary storage means such as a RAM, and the routine is exited. The estimated lateral acceleration Gy stored in the temporary storage means is read when the behavior control of the vehicle represented by the automatic braking control device or the driving force control device is performed.
尚、本発明は、上述した実施形態に限るものではなく、例えば適用できる車両は４輪駆動車、２輪駆動車の何れであっても良い。 The present invention is not limited to the above-described embodiment. For example, the applicable vehicle may be a four-wheel drive vehicle or a two-wheel drive vehicle.
１…車両、
３ＦＬ，３ＦＲ，３ＲＬ，３ＲＲ…車輪、
５ＦＬ，５ＦＲ，５ＲＬ，５ＲＲ…車輪速センサ、
ω…角速度、
Ａ，Ｂ…設定値、
ＧＡ…前後輪平均推定横加速度、
ＧＦ…前輪側推定横加速度、
ＧＲ…後輪側推定横加速度、
Ｇｙ…推定横加速度、
Ｔ…フィルタ時定数、
ＶＦＬ，ＶＦＲ，ＶＲＬ，ＶＲＲ…車輪速、
ｄＬ…微小移動距離、
ｄｔ…微小時間、
ｒ…旋回半径
1 ... vehicle,
3FL, 3FR, 3RL, 3RR ... wheels,
5FL, 5FR, 5RL, 5RR ... wheel speed sensor,
ω ... angular velocity,
A, B ... set value,
GA: Average estimated lateral acceleration of front and rear wheels,
GF: Estimated lateral acceleration on front wheel side,
GR: Rear wheel side estimated lateral acceleration,
Gy: Estimated lateral acceleration,
T: Filter time constant,
VFL, VFR, VRL, VRR ... wheel speed,
dL: Minute movement distance,
dt ... minute time,
r ... turning radius
Claims (5)
前側左右輪の車輪速差に基づいて前輪側推定横加速度を設定する前輪側推定横加速度設定手段と、
後側左右輪の車輪速差に基づいて後輪側推定横加速度を設定する後輪側推定横加速度設定手段と、
前記前輪側推定横加速度と前記後輪側推定横加速度とに基づいて前後輪平均推定横加速度を設定する前後輪平均推定横加速度設定手段と、
前記前輪側推定横加速度と前記後輪側推定横加速度との差の絶対値が第１の設定値未満の場合、該後輪側推定横加速度と前記前輪側推定横加速度との何れか一方と前記前後輪平均推定横加速度とを比較し、何れか大きい値を推定横加速度として設定する推定横加速度設定手段と
を備えることを特徴とする車両の横加速度設定装置。 Wheel speed detection means for detecting the wheel speed of each wheel of the vehicle;
Front wheel side estimated lateral acceleration setting means for setting the front wheel side estimated lateral acceleration based on the wheel speed difference between the front left and right wheels;
Rear wheel side estimated lateral acceleration setting means for setting the rear wheel side estimated lateral acceleration based on the wheel speed difference between the rear left and right wheels;
Front and rear wheel average estimated lateral acceleration setting means for setting a front and rear wheel average estimated lateral acceleration based on the front wheel side estimated lateral acceleration and the rear wheel side estimated lateral acceleration;
When the absolute value of the difference between the front wheel side estimated lateral acceleration and the rear wheel side estimated lateral acceleration is less than a first set value, either the rear wheel side estimated lateral acceleration or the front wheel side estimated lateral acceleration; A lateral acceleration setting device for a vehicle, comprising: an estimated lateral acceleration setting means that compares the average estimated lateral acceleration with the front and rear wheels and sets any larger value as the estimated lateral acceleration.
ことを特徴とする請求項１記載の車両の横加速度設定装置。 The estimated lateral acceleration setting means has an absolute value of a difference between the front wheel side estimated lateral acceleration and the rear wheel side estimated lateral acceleration that is larger than the first set value and larger than the first set value. When the set value is smaller than 2, the front wheel side estimated lateral acceleration, the rear wheel side estimated lateral acceleration, and the front and rear wheel average estimated lateral acceleration are compared, and the smallest value is set as the estimated lateral acceleration. The lateral acceleration setting device for a vehicle according to claim 1.
ことを特徴とする請求項２記載の車両の横加速度設定装置。 The estimated lateral acceleration setting means sets the estimated lateral acceleration to 0 when the absolute value of the difference between the front wheel side estimated lateral acceleration and the rear wheel side estimated lateral acceleration is larger than the second set value. The lateral acceleration setting device for a vehicle according to claim 2, wherein:
を備えることを特徴とする請求項１〜３の何れか１項に記載の車両の横加速度設定装置。 The filter processing means for performing first-order lag filter processing having a predetermined filter time constant on the estimated lateral acceleration set by the estimated lateral acceleration setting means is provided. Vehicle lateral acceleration setting device.
ことを特徴とする請求項４記載の車両の横加速度設定装置。 5. The vehicle lateral acceleration setting device according to claim 4, wherein the filter time constant is set based on the estimated lateral acceleration.
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